Railway cae



3 SheetsSheet 1. J TIMMS RAILWAY GAR.

(No Model.)

N0. 514,634. Patented l-"eb.v 18, 1894 (No Model.) 3 Sheets-Sheet 2.

J. TIMMS.

I RAILWAY OAR.

No. 514,634. Patented Feb. 13, 1894.

mmmm. Ln noaRAwme comww WAEHNGTON. O. C.

(No Muriel.)

- J. TIMMS.

RAILWAY GAR.

No. 514,634. Patented Feb. 18,1894.-

3 Sheets-.Sheet 3.

UNITED STATES A'IENT trio,

JAMES TIMMS, OF COLUMBUS, OHIO, ASSIGNOR TO THE BUCKEYE AUTO- MATIC GAR COUPLER COMPANY, OF SAME PLACE.

RAILWAY-CAR.

SPECIFICATION formingpart of Letters Patent No. 514,634, dated February 13, 1894.

Application filed $eptember 16, 1393 Serial No. 485,673- (No model-l To all whom it may concern-.-

Be it known that 1, JAMES Tnmus, of Columbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Railway-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertainsto make and use the same.

My invention relates to an improvement in railway cars, and more particularly to car platforms,.the object of the invention being to produce a substantial platform and to construct the same in such manner that it will not be disadvantageously affected by the abutting of one car with another, nor by the vibratory or lateral movement of the cars when they are in motion.

A further object is to produce an end sill for a railway car, which shall be simple in construction and yet possess a great amount of strength and durability and one which shall be comparatively cheap to manufacture.

A further object is to construct and arrange the yielding portion of a car platform, that the springs which cushion the lateral vibrations of the car, will always be in position to exert their maximum amount of resistance, regardless of the relation of said yielding portion to the rigid portion of the platform.

With these objects in View the invention consists in certain novel features of construction and combinations and arrangements of parts as hereinafter set forth and pointed out in the claims.

In the accompanying drawings: Figure 1 is an end view of a car illustrating my improvements. Fig. 2 is a plan view. Fig. 3 is a sectional view. Fig. 4 is a detail view. Figs. 5, 6 and 7 are views of certain modifications.

A represents the end timbers of a car and a, b, c, d, illustrate timbers projecting for- Wardly therefrom, and serving, together with timbers e, f, as a framework for the platform. At the forward end of the platform, the end sill B thereofis located, said end sill comprising two parallel, metallic plates or members 1, 2, and a filling plate or piece 3, preferably of wood, in which the forward ends of the platform timbers a, b, c, d, e, f, are inserted. The ends of the railing g at the end of the platform and the supporting posts g of said railing, are provided with shanks g adapted to be passed through the end sill and be secured thereto.

If desired, the wooden filling piece 3 of the end sill may be covered by a metallic face plate It as shown in Fig; 6, or the wooden filling piece may be omitted entirely and the face plate It inserted between the plates 1, 2. When the latter construction is adopted, sleeves 72/ will be inserted between the plates 1, 2, of the sill and made to surround the shanks g of the railing and supports.

The sill B is preferably made widest centrally between its ends, as at i and at such widened portion of the sill, the filling piece is cut away, so as to produce a space or compartment j, between the plates 1, 2, of the sill, for the accommodation of an elongated, sliding box or hollow bar D having flanges or cars is at its ends adapted, when the devices are in use and the bar D depressed, to engage or abut against the sill at the ends of the opening or compartmeutj. The sides of the box may be perforated if desired.

Pivotally connected in the box D at a point centrally between its ends, is a bar E, made angular in cross section. The bar E extends rearwardly from its connection with the box D and through an angular opening Z in a plate Z secured at the inner face of the sill B.

From the rear end of the bar E a rod E extends, said rod being made to pass freely through a perforated plate E secured be tween the timbers b, 0. An arm on is loose on therod E and projects downwardly therefrom for a purpose presently explained, and between this arm and the rear end of the bar E, a double buffing spring F is located on the rod E. A spring F is also located on the rod E, between the plate E and a nut m on the end of said red. A cross head G is located rearwardly of the box D and is made with an angular opening for the free passage of the bar E, said bar being provided with an integral collar or flange it against which the cross head is adapted to have a flat bearing. In order to give strength to the cross head, it is preferably made curved on one face and on said curved face flanges or strengthening webs are made. Springs H, H, are located within the box D in proximity to the ends thereof, and bear against the ends of the cross head G, which latter is provided with lugs 0 adapted to enter said springs and prevent their escape.

The draw head I of the car coupling is located beneath the sill B, and from the draw bar which extends rearwardly from said draw head, an arm I projects,said arm being adapted to strike the armmon the rod E and thus force the box D outwardly when the draw head and bar are drawn outwardly, wh ch occurs whenthe cars move,thereby maintaining the box D normally projected when the car is in motion.

From the construction and arrangement of parts as above set forth, it will be seen that when two cars approach in the act of couphug, the box D on both cars will come together, and will yield against the resistance of the double buffing spring F,.but when the cars move forward, the box D on both cars will be forced outwardly toward each other as above explained and will remain in contact continuously, while the cars are runnlng. When the cars are ona curve or when they vibrate ormove laterally when running, one or the other end of the box D will yield, against the resistance of one or the other of the springs 1-1. As the springs H do not bear against the sill B, but have their bearing in the box D at one end and at their other end against the cross head G, which is disconnected from and independent of the sill, it will be seen that the maximum resistance offered by said springs, is always the same, regardless of the extent to which the box D is pressed against the resistance of the double buffing spring.

Instead of employing the two coiled springs H, a semi-elliptical spring H may be employed as shown in Fig. 7. The top and bottom plates of the end sill may only extend part way across the same and made fast as shown in said figure.

My improvements are simple in construction, but are very substantial and effectual, in every respect, in the performance of their functions.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination with an end sill having a compartment therein, of a yielding box, comprising front or face and top and bottom plates, the latter plates extending into and substantially fitted to the inner walls of the compartment, substantially as set forth.

2. The combination with an end sill having a compartment therein, of a yielding box fitted to the top and bottom of the compartment, and a bar having sliding yielding connection with the car frame and to which the box is pivotally connected, substantially as set forth.

3. The combination with an end sill having a compartment therein, of a movable box located therein, a bar to which the box is piv-' otally connected, said bar extending rearwardly from said box, a cross head through which said bar passes loosely, and springs between said box and cross head, substantially as set forth.

4. The combination with an end sill having a compartment therein, of a movable box located in said compartment, a bar extending rearwardly from said box, and to whichthe box is pivoted a rigid flange or collar on said bar, a cross head through which said bar loosely passes, said cross head being adapted to bear against the collar or flange on said bar, and springs interposed between the cross head and movable box, substantially as set forth.

5. The combination with an end sill having a compartment therein and a perforated plate at the rear of said compartment, of a movable box in said compartment, a bar pivoted to said box and extending through said perforated plate, a flange or rigid collar on said bar adapted to strike said perforated plate to limit the movement of said bar, a cross head through which said bar loosely passes, and springs located between the ends of the cross head and the movable box, substantially as set forth.

6. The combination with an end sill having a compartment therein, of a yielding box in said compartment, and flanges or ears projecting from said yielding box and adapted to strike the end sill, substantially as set forth.

'7. The combination with end sill comprising horizontal plates suitably spaced apart, longitudinal timbers having their forward ends inserted between the plates comprising the sill, and a perforated plate inserted between the central or inner timbers of a box having sliding connection between the plates of the sill, and a bar extending rearwardly from the box and passingloosely through the perforated plate and springs for holding the bar yieldingly in its normal position, substantially as set forth.

8. The combination with end sill, perforated plate, box yieldingly supported between the plates, and bar extending rearward from the box through the perforated plate, of an arm loose on the bar and projecting laterally therefrom, a draw head and bar and an arm projecting from the latter and adapted to engage the arm on the bar, substantially as set forth.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

JAMES TIMMS. WVitnesses:

O. 0. KING, D. G. GRAY. 

